Vehicle control mechanism



I 1, 1944. J. mot I 2,340,339

VEHICLE, CONTROL MEGHANI SM i1ed Now-2, 1940 'rsheets-gnee c 1 Wm Wm i QW 3 Feb. 1, 1944. J. NICOL i I VEHICLE CONTROL MECHANISM Filed Nov. 21940 '7 Sheets-Sheet 2 Q 4G5 hum New Feb; 1, 1944. J. NICOL w VEHICLEGjO NTROLI MECHANISM Filed Nov. 2, 1940 v Sheets-Sheet Feb. 1, 1944. J.NICOL VEHICLE CONTROL MECHANI SM 7 Sheets-Sheet 4 Filed Nov. 2 1940 w 75 o. m 4 9 1 g 3 3 2 m w a w 2 w 2 4 6 w Wu H W 8 l 3 \.V 6 2 E W a 5 Jn m .w. a 5 x 2 1 2 2 7 m a a w) 2 a a w a E v do M002 F b.1,1944." .1mm2,340,3

VEHICLE CONTROL MEGHANI SM Filed Nov; 2, 1940 7 Sheets-Sheet 5 Feb. 1,'1944. J. NICOL VEHICLE CONTROL MECHANISM Filed Nov. 2, 1940 7Sheets-Sheet 6 grwe/wtom (fa/m [W002 Feb. 1, 1944. J. NICOL VEHICLECONTROL MECHANISM Filed Nov. 2. 1940 7 Sheets-Sheet '7 John [V7602Patented Feb. 1,

VEHICLE comaor. MECHANISM John Nicol, Detroit, men, assignor to'DivcovTwin Truck Company, DetrolQMich a oorporation of Michigan ApplicationNovember 2, 1940, Serial No. 364,082

19 Claims.

My invention relates to vehicle control mechanism and is moreparticularly concerned with control mechanism for stand drive deliveryvehicles andthe like.

This application is a continuation-in-part of my co-pending application,Serial No. 202,536,

filed April 16, 1938, now matured into United States Letters Patent No.2,233,323.

While making house-to-house calls,.the driver of a delivery vehicleusually drives only a short distance from one stop'to the next .where healights, makes the delivery andthen returns to start up the vehicleagain,];-With the usual types of delivery vehicle, thisinvolves muchstooping, V

bending and other physicaLlabor since, the stops are usually verynumerous" and the driver soon becomes tired andlessi eiljificient. Inthis condition he often, makes mistakes and may even be invoivedintraflic accidents. t

In recognition of :thisproblem, some vehicles for delivery and 'pick-upservlce have heretofore been designed ,toflat least partially relievethe strain on the] driver so that his efliciency might "be-improved.-Some'of these vehicles, manyof Y which are now in nse,'are providedwith low floor I am andrearranged controls so thatthe driver y, enterthe vehicle by a single step from the roadway level and drivethe vehiclewhile standing upright therein on one foot and using the other foot tooperate controls for thevehicle.

While these prior vehicles embodying the above mentioned featuresrepresent forward steps in development of such vehicles for efiicientand economic delivery service, even the best of them still containcontrol arrangements which fall short of maximum convenience. inoperation.

In overcoming these and many other disadvantages of the prior art, it isa majorobiect of my invention to provide novel vehicle control mechanismand arrangements designed to speed up operation of delivery and likevehicles. The invention is especially applicable to vehicles which canbe driven from a standing position.

lever.

whether he is standing orsitting. In connection with this object, thehand service brake leveris extended upwardly to pass adjacent theperiphcry of the steering wheel so that the driver can instantly graspthe brake lever with one hand while the other is kept on the steeringwheel.

It is a further object of the invention to provide, in a 'velncle, novelmechanism operatively interconnecting the gear shift lever and a ratchetor like locking device for the service brake controls, and-novel supportarrangements for such mechanism.

It is a further object of my invention to provide a novel clutch andbrake control mechanism operated by a single control lever and whereinthe clutch, after disengagement, is prevented from interfering withbrake control operation of the A further object of my invention is toprovide novel vehicle control mechanism wherein the master hydraulicbrake cylinder is mounted upon one of the engine support bracketsdisposed bemember and the, transmission, whereby vibration j of thetransmission incident to operation of the A further object of myinvention is to provide a delivery vehicle in which ample cargo space isprovided at the front of the body and the vehicle control mechanism isgrouped in a novel arrangement to occupy'aminimum of space while at thesame time being conveniently accessible to the driver standing on aspecial platform built into the front end of the body. t

A further object of my invention is to provide a delivery vehicle inwhich the controls are rouped adjacent the steering post in a novelmanner for eflicient manipulation by the driver tween the engine andchassis. A further object of my invention is to provide novel vehiclecontrol mechanism, .wherein the gear shift operating controls aresupported on the steering post and are connected to actuate the servicebrake locking device.

A further object of the invention is to provide novel relay mechanismbetween the lower end of a steering post-supported tron control motorwill not be transmitted to the control member.

Further objects of my invention will presently appear as the descriptionproceeds in connection with the appended claims and the annexed drawingsin which:

Figure 1 is an enlarged fragmentary view in elevation illustrating thecontrol arrangements and the cargo platform at the front end of a standdrive vehicle body in a preferred embodia ment of the invention;

Figure 2 is aside elevation, partly in section, illustrating a preferredembodiment of the clutch and brake control mechanism of the invention;

Figure v3 is a plan view of the control'mecha- I nism of Figure 2; a

Figure Ms a fragmentary view illustrating the support for the righthandendof an emergency brake operating shaft; I

Figure 5 is an enlarged plan view, partly in' resilient clutch releasesection, illustrating the rod;

embodiment of the invention wherein the vehicle is equipped with atransmission control assembly mounted on the steering post;

. Figure 9 is an enlarged side elevation illustrating mainly thetransmission and brake control mechanism of the vehicle of Figure 8;

Figure 10 is a top plan view of the transmission and brake controlmechanism at the bottom of the steering post;

Figure 11 is a fragmentary front elevation of the mechanism actuated bythe transmission control assembly; 1

Figure 12 is a. front elevation of the support for the relay rods in thegear shifting linkage;

Figure 13 is an elevation, partly in section, of

the upper end of the transmission controlassembly;

Figure 14 is a fragmentary elevation of a. further embodiment whereinthe rockable shifter tube is connected substantially directly to thetransmission control shaft; and i V I Figure 15 is a plan view of thecontrol linkage of Figure 14.

Referring to Figure 1, opposite body side walls H and I2 are tiedtogether at their front ends vlded at the inner edges of wall 24 for thesame purpose. These dams also prevent waste liquid from draining intothe apertures through which the control levers extend.

All of the hand operated vehicle controls extend from operatingmechanism on the chassis upwardly through the grouped apertures in wall25. These controls include a steering column 34 at the top of which is asteering wheel a transmission lever 35 having a hand throttle control31; a service hand brake lever 38 which is elongated and bent outwardlyand upwardly at 39 to. pass closely adjacent to the periphery of thesteering wheel so that the brake may be applied upon only a slight shiftof the hand from the steeringwheel; and an emergency brake lever 4|which is located behind and slightly to the left of the steering columninstead of being positioned to the right of transmission lever 36 as inthe conventional automobile.

At the drivers side, the through aisle floor extends forwardly of doorpost l9 to an upright panel 42 which is disposed a substantial distanceforwardly of the doorway. Thus a low floor compartment defined by panel42 at. the front, side wall H at the left and luggage compartment 23 andhousing l8 at the right is provided forwardly of the through aisle. Inthis compartment, the

floor of which is designated at 40, the driver may 30 stand at thecontrols and be completely out of the way while a helper passes easilyacross the vehicle along the through aisle. A combination clutch andbrake operating pedal 43 extends through an aperture 44. in panel 42into the y a f ty w 13 and an stru ent oard as drivers compartment. Withthe drivers comassembly I4. Aligned doorways l5 and I6 are provided inthe side walls at opposite ends of a through aisle ll which extendscompletely across the body, being interrupted only by propeller shafthousing l8, and is disposed only a single short step above the level ofthe roadway on which the vehicle stands.

The forward doorway posts l9 and H are transversely aligned and. definethe front edge of the through aisle. The floor of aisle I1 is formed toreceive suitable non-slip rubber and fabric mats, andis apertured as at22 to permit drainage of waste liquid.

Supported-upon the front of the body to the right of housing 18 is astorage compartment 23 for luggage, chains, tools and the like. The flattop wall 24 of compartment 23 extends forwardly to the frontbody walll3. Wall 24 comprises part of a cargo-platform which extends across thefront of the body and also includes contiguous top walls 25 and 26 whichlie in substantially the same plane as wall 24. Wall 25 is provided witha series of apertures through which the grouped vehicle control leversextend upwardly from the chassis. Wall 26 extends'laterally from wall 25to the left front side wall II and forwardly to front body wall I 3;

An elevated skeleton rack 21 is rigidly secured to the top surface ofwall 26. Rack 21 is designed to support a case of milk bottles andslopes downwardly and rearwardly to aid-easy insertion and removal ofthe case. Milk cases, especially in the summer, are usually iced and themelted waste liquid from the ice often drains to the floor of deliveryvehicles causing the floor to be- 70 lar suitable ridges or dams 3i, 32and 33 are propartment so forwardly disposed with respect to the throughaisle, there is no'danger of tripping over this pedal while passingalong the aisle.

From the above it will be seen that the driver may stand in his driverscompartment completely out of the through aisle when driving the vehiclefrom stop to stop. If-there is a helper, he can pass entirely throughthe aisle and get off at either side of the vehicle without inter feringwith the driver. Furthermore, the driver has better road visionduringdriving periods since he is very close to the front end of the vehicle.

The grouped, control arrangement above dewhich reference is hereby madefor further details.

Clutch and service brake operatin mechanisms With reference to Figures 2and 3, clutch 45 is disposed between the engine (not shown) andtransmission assembly 46, and a suitable transmission shaft (not shown)delivers power from the transmission to the rear driving wheels. Thetransmission shaft is provided adjacent the transmission housing with adrum 4! encircled by a brake strap member 48. The clutch. transmissionand brake may be of any desired construction as this invention isconcerned mainly with the provision of improved controls fo 'theseelements.

Main longitudinal chassis member or channel 49 at the driver's side orthe vehicle is formed with a dropped portion below aisle I1. Member 49is channel-shaped and provided with a supportbracket 52 which is securedas by bolts 53 along the inner iacef oi the vertical web of member 49.Most of bracket 52 is omitted in Figure2 for the sake of clarity.Bracket 52 is pro-' vided with an integral hollow boss-54 which forms asocket for non-rotatably receiving one end of I an inwardly extendingpin 55. Pin 55 may be made integralwith bracket 52 but preferably it isseparate therefrom and made of hardened steel.

The outer surface of pin 55 is preferably machined since it is designedto serve as a pivot member upon which clutchwand brake control leversare rotatably mounted as will later be described. A bracket 55 extendsparallel to member 49 and is provided with an apertur through whichextends the inner end of 'pin55. Pin 55 (Figure 3) is grooved at 51 andbracket 55 is provided with a suitable locking tongue 58 ifltting withinthe grooveto secure pin 55 non-r0- tatably upon bracket 55. To .furtherinsure against'bracket .55 moving axially beyond the inner end of pin 55a suitable cotter key 59 is pro vided adjacent the end of pin 55. i

Bracket 55 is bent downwardly. toclear the and force strap 85 againstfixed collar 88. The

legs 01 strap 85 extend beyond head 8'! and are provided with alignedapertures 92.

. The clutch release rod above. definedis yieldable in'the direction ofits length for a purpose later to be described. The overall length ofthe U clutch release rod can. be varied by adjustment of yoke I4 alongthe threadedrodportion I8.

A conventional clutch operating shaft 93 extends laterally from clutchhousing 45. A split collar 94 having matched lips 95 and95' extend ingsubstantially radially therefrom is mounted upon shaft 93. Lips. 95 and95 are provided with aligned apertures throughwhich pass a bolt 91 whosethreaded end contains a suitable locknut 98. When nut 98 is tightened,collar 94 is securedtightly upon shaft 98. Collar 94 is pro,-

vided with a downwardly extending arm, 99 v which terminates in anapertured cylindrical portion IOI embraced bythe legs of strap 85. Asuit- I able pivotpin assembly I02 maintains strap 85 and arm 99pivotally connected to each other.

Collar 94 is also provided with an upwardly extending arm I09whichterminates in a lateral I internally threaded boss I04 in which isrotatably disposed an elongated adjustment screw I05having a head I05designedto be fitted by a wrench clutch operating levers, later to bedescribed, and

which extends from the. driver's compartment through panel 42 and isthen bent laterally and forwardly to terminate in an elongated hollowboss 58. Boss 58 is machined to fit snugly but I rotatably upon theinner portion of pin 55 so'that combination clutch andbrake controllever 51 is rotatably supported upon pin 55. Boss 59 is pro or a similartool. Aportion of the clutch housing surface is preferably made flat toprovide a "positive surface stop I0Ifor engaging the tip end of screwI05 as will later be described. Colvided between pin H3 and lug II oncontrol lever.

vided with a rigid arm 59 which extends upwardly substantially normal tolever 51 and terminates in a forwardly disposed lug II. Preferably lever51,- boss 88, arm .59 and lug II are integral although if desired theymay comprise separate elements rigidly secured together.

tegral'.

lar 94' and arms 99 and M3 are preferably in- The position of screw I05with respect to stop I01 can be varied by-rotation of screw I05 and locknut I08 maintains this adjustment.

A collar I09 which fits snugly between lugs 82 and 58 is rotatablyjournalled on pin GI and is provided with an integral downwardlyextending arm III. Arm IIIterminates in a boss H2 in which isnon-rotatably secured a'pivot pin II 8 which extends laterally inopposite directions from boss II2. A lost motion connection is pro- 51.This connection comprises a rod I I4 provided at its rear end with ayoke II5 whose arms embrace op'posite sidesof lug II. Lug II and thearms of yoke II5 are provided with aligned apertures for receiving asuitable pivot pin assembly comprising a headed pin H5 passing throughthe .Inwardly or ar'm59, boss 58 is provided with an integral arm I2extending generally parallel to arm but being bent slightly inwardlythere from. to terminate in a hollow boss 13. A yoke I4 is provided withan internally threaded body portion and a pair of apertured arms I5 and15 whichembrace opposite sides of boss 18 and are pivotally securedtheretoby a suitable pivot pin.

assembly designated at H. v

Yoke I4 is adiustably mounted upon the threaded end 18 of a' rod I9 andis held in adjusted position thereon by a suitable locknut BI and clip82. Rod I9 is p'rovided with an enlarged collar 83 non-rotatably securedthereto as by a.

v pin 84 and extendsthrough an aperture 85 at the end of a substantiallyU-shaped strap 85 to terminate in an enlarged head portion 81 disposed 1between thelegs of the strap.

A pair or oppositely disposed cupped spring retainer elements 88 and 89are. slidably'mounted on rod I9 between head 81 and strap 85, and acoiled compression spring 9| surrounding rod I9 1 has its oppositeendsfltted within the cupped retainers. Compression spring 9I tends toexpand apertures and a cotter key I I1.

The forward end of rod H4 is threaded at II8 and extends through anaperture in a strap II9 where it is provided with a nut I2l engaging theinnersurface of strap II9. A look washer I22 is maintained againstthe'outer surface of strap II9 by a suitable nut I23. Obviously strapII8 can be adjusted along rod H4 and held in adjusted position by'nutsI21 and I23.

The opposite ends of strap II9 are bent. for wardly, preferably atanangle of more than 90,

and are further bent 'at their forward ends to.

extend parallel to each other with their inner surfaces contacting, thusproviding a suitable space I24in which the threaded end of rod H4 isdis-' posed and a straight flat end portion I25. The

doubled strap end portigns are preferably secured i together by weldingobtain an integral strap.

portion at I 25. Strapp rtion I25 is slotted Iongitudinally adjacent its"forward end at I25 to receive the inner projecting end pin II3.suitable cotter key I2| maintai ns'strap portion I25 from slidingaxiallybeyond ,tih H3. In this manner strap H9 is slidably and pivotallyconnected with arm I I I. I

Service brake control lever 38 is provided at e end of pin its lower endwith a hollow cylindrical formation I28 by which it is rotatably mountedupon rigid pin 55 between boss 68 on the clutch and brake control lever81 and the socket forming boss 54- welding along their entire lengthsexcept at the.

rear where they flare outwardly to form a yoke I33 designed to embrace aprojecting lug I34 on lever 38.. A suitable pivot assembly comprisingis. headed pin I38 passingthrough aligned apertures in the yoke and lugand a cotter key I38 is provided between strap I29 and lever 38.

Adjacent its forward end strap I29 is slotted longitudinally at I3.1 toreceive the outer projecting end 01' pin H3. Thrust washer I38 andcotter key I39 cooperate to'prevent strap I28 from sliding axiallybeyond the outer end of pin II3. In this manner strap I29 is slidablyand pivotally connected to arm I I I.

Abovearm III, collar I09 'is provided with an integral upwardlyextending arm I which ter- -minates in .a hollow boss I42.

brace the upper end of arm 69, and a suitable pivot assembly comprisinga headed pivot pin I16 extending through aligned apertures in the arm 69and yoke I14 and a cotter key I11 provide a pivotal connection betweenrod I69 and arm 89. The purpose of this connection will be describedlater.

Above bracket I53, a substantially U-shaped bracket I18 having forwardlyextending legs I19 and I8I is secured upon the front surface of panel 42by suitable means such as bolts I82. Reinforcing plates I83 and I84 aresecured on the inner surfaces of legs I19 and I8I, respectively.

rotatably supported upon bracket I18. The inner end of shaft I85 extendsbeyond leg I19 and is non-rotatably secured to the lower end of anupwardly extending rigid link I88. The upper end of link I86 is providedwith a threaded stud I81 secured to link I86 by nuts I88 and provided atits free end with a ball I89 cooperating with a suitable spring socketI9I which is maintained by a suitable nut I92 upon one end of aforwardly extending operating rod I93. A yoke I94 is provided at theforward end of rod I93 for embracing a lug I95 which is preferablyintegral with one of the mated clamp members I96 and I91 ing throughaligned apertures in .boss I42 and yoke I44 and a cotter key I46 isprovided between brake rod I43 and arm I4I.

Rod I43 is connected at its forward end through a conventional hydraulicbrake bellows I41 to a master hydraulic brake cylinder; assem bly I48rigidly mounted upon motor suppo Preferably brake cylinder I48 andmotor} -Lilli or 64 are provided with mated flanges I49 8| respectively,secured together by a suitable tas tening means such as bolts I 52.

Ratchet mechanism for holding the service brake in applied positionuntil released by manipulation of the 'gear shift lever-will now bedescribed.

A ratchet supporting bracket I53 is secured in a suitable manner, as bybolts I54, upon the front surface of panel 42. Bracket I53 is providedwith spaced forwardly projecting bosses I55 and I58 which have alignedapertures in which are journalled opposite ends of a ratchet pivot pinI51. Between bosses I55 and I56. a collar I58 having an integraldownwardly extending arm I59 la non-rotatably secured upon pin I51. Asegmental ratchet member I6I having a plurality of teeth I62 is providedwith rear edge slots I63 and I84 fitting over the shanks of suitablebolts I68 passing between the arms of the bifurcated lower easy removaland replacement of ratchet member I6I when it is worn or broken.

Collar I58 is also provided with an upwardly extending integral arm I66terminating in a boss I61 which is embraced by the arms of a yoke I88 atthe rear end of a forwardly extending rod I89. A suitable pivot assemblycomprising a headed pivot pin I1I passing through aligned apertures inyoke I68 and boss I61 and a cooperating cotter key I12 is providedbetween rod I69 and arm I66. The forward end of rod I69 is threaded atI13, and a yoke I14 having a threaded body portion is maintained inadjusted position on rod I69 by a suitable nut I15. The arms of, yokeI14 emand rod I93.

A short forwardly extending rigid link 202 secured by bolts I98 upon thelower end of transmission lever 38 just above its place of entrance intothe transmission assembly. A suitable pivot assembly comprising a headedpivot pin I99 extending through aligned apertures in yoke I94 and lugI98 and a cooperating cotter key 2! provide a pivotal connectionbetween, lever 36 non-rotatably secured to the outer end of shaftIbeyond leg I8I and terminates in a flat-sided boss 203. A yoke 204 hasa hollow threaded body portion mounted upon the threaded end 205 of adownwardly extending rod 206 and a pair of arms embracing boss 203. Asuitable pivot assembly including a pivot pin 201 passing throughaligned apertures in boss 203 and yoke 204 provides a pivotal connectionbetween link 202 and loke 204. A suitable nut 203 holds yoke 204 in apredetermined adjusted position on rod 208.

. The lower end of rod 206 has'slidably supported I,

thereupon two pairsof oppositely facing cupped spring retainer elementsdesignated at 209, 2| I, 2I2 and Hit. A coiled compression spring 2I4surrounds rod 208 and has its opposite ends disposed in upper opposedretainers 209 and 2H. A similar coiled spring 2I5 also surrounds rod 206and has its opposite ends disposed in lower opposed retainers 2I2 and2I3. Rigid pins 2I8 and 2I1 extend through rod 206 adjacent retain-' ers209 and 2I3 and prevent springs 2I4 and 2I5 from moving retainers 209and 2I3, respectively, toward opposite ends of rod 206.

RetainersZII and 2I2 are urged against opposite sides of a lug 2I8 whichsurrounds shaft 206 and is preferably integral with the forward end of aratchet dog operating lever 2I9 later to be described. The coil springand retainer assembly above described is preferably provided with acover of leather or the like to keep out dust and dirt and retainlubrication.

Ratchet support bracket I53 is "provided with a downwardly extendinghollow cylindricalportion 22I in which is journalled a rock shaft- 222.,

Shaft 222 extends laterally in both directions be-j, yond the edges ofportion 22I. A coil spring 223 that engagement of strap H9 and pin II3takes surrounds shaft 222 and has its opposite ends secured to shaft 222and bracket I53, respectively. Spring 223: tends to rotate shaft 222 ina clockwise direction a (Figure 2). The other end of shaft 222 isprovided with a flange 224'. having spacedi aligned laterally projectingpins 225 and 226 thus providing a bifurcated member embracing anintermediate portion of lever 2I9. Preferably pins 225 and 226 areintegralwith flange 224 which in turn is non-rotatably secured in somesuitable man-I ner upon the end of shaft 222. x

Lever 2I0 is journalled at its rear end upon a pivot pin 221 which isnon-rotatably secured in a socket forming boss 228 extending laterallyfrom the lower end of bracket I53. A suitable nut and washer assembly229 maintains lever 2 I9 against axial movement on pin 221. extendsforwardly from pin 22'I to pass beneath pin 226, then turns upwardly at23I substantially at right angles to, pass between pins-225 and 226 andthen turns forwardly again substantially at right angles to pass overthe top of pin 225 and terminate in lug 2I8 about rod 206. AIdog 232.having projecting toothI 233 is non-rotatably of cylindrical portion HIand below the ratchet I placejust after the clutch members have beendisengaged and the tip of screw I05 contacts Lever 2I9 I '25 mountedupon shaft 222 adjacent the outer edge member. Rotation of shaft 222rotates dog 232 into and out of engagement with teeth I62 on rack I6 Iduring certain operating conditions later described. a I 1 p I Inoperation, the driver in the drivers compartment may operateboth clutchand hydraulic: service brake sequentially by stepping on pedal 43 torotate lever 61 clockwise (Figure 2) about its pivot uponpin 55.IRotation of lever 61 acts through arm I2,yoke'I4,rod 'I9,strap 86 andarm99 to rotate clutch shaft 93 in a direction tending to disengage theengaged, clutch members inside I clutch housing 45. The elements abovemen-, tioned are so designed that only a small angle of rotation oflever 61 about its pivot will cause complete disengagement of theclutch. Screw I05 is so positioned that its tip end engages the housingsurface at I0I at the moment the clutch members have been completelydisengaged; Fur- I in the full line position of Figure 2.

. the service brakes but that portion of the pin I I3 which is disposedin slotI3I merely travelsrearther movement of lever BI after screw I05has engaged stop I01 merely causes rod 19 to be During theperiod thatthe clutch operating els I I ments above described are disengaging theclutch, the pedal controlled service brake elements comprising rod I I4and strap I I9 are pulled rearwardly due to the positive pivotalconnection cation of the service brakes.

Continued rotation of lever 61 about its pivot, afterpin II3 has beenengaged by the forward end of slot I26, causes brake operating arms IIIand HI to rotate counterclockwise about pin 6| and consequent advance ofbrake operating rod I43 to applythe hydraulic service brakes. Whenpressure of the operators foot is released at pedal Figure 2.

The service brakes may also be controlled by I manipulation of lever 38.The operator in the driverscompartment grasps the upper portion I I v 39of lever 38'and pulls rearwardly to rotate lever 20 38 in a clockwisedirection about its pivot 55. In Figure 2, lever 38 is shown in itsforemost forward brake-released position and strap I29, connecting lever38 and brake operating arm III, is I dis-posed with the forward end ofslot I3Iin engagement with pin II3 on arm II. With the rotation of lever38 will cause immediate appli- A suitable heavy return spring extendingbetween lever 38.and the chassis (not shown) tends to maintain lever 88Slot I3! is designed to prevent thehand servic brake control comprisinglever 38 and strap I29 frominterfering with the pedalactuated servicebrake'control. Starting with the parts in the position shown in Figure2,Ibrake applying motion of lever 67 causes arm III to rotate to applywardly in the slotIand lever 38 remains station- 'ary.

with brake applying motion of lever 38. Start I ing with-the parts asshown in Figure 2, clockwise rotation of lever 38 rotates arm II I toapply the service brakes butIthat portion of pin H3 I which is disposedin slot I26 .merely travels I rearwardly in the slot, causing rod ill.to be rotated idly about its pivot at II6, but otherwise the foot pedallinkage remains stationary. Brake release movements of levers 61 and 38involve only a reversal of the operations above described. The ratchetmechanism mounted on panel 42 plied positions and manipulation of avehicle ,control, other than a service brake control, is

required to unlock the brake mechanism to re lease the brakes. 'I I Withthe parts as shown in Figure 2, foot pedal I lever 61 is in brakerelease position and the gear between arm 69, integral with'lever 67,and rod II4. However, slot I26 at the lower end of strap shift lever 36of the conventional selective transmission isin neutral position. Whenlever 61- is rotated to apply the service brakes, the ratchet operatinglinkage comprising yoke I14, rod I68 and arm I66 causes clockwiserotation of ratchet I I 'arm I59.- As arm I 59 movesIforw-ardly, ratchetmember IIGI engages dog tooth 233 and causes counterclockwise rotationof the resiliently mounted dog 232 against the force'o-f spring223.Further brake applying movement of lever- 61 causes ratchet teeth I62 toslide over tooth 238 but when the operator releases pressure on pedal 43to permit return movement of the brake opthrough the action of spring223 into engagement with the teeth of segmental ratchet member I6I toprevent such return movement, thereby looking the service brake inapplied position. The resilient connection between rod 206 and lug 2I8provides an effective lost motion connection which compensates for wearand allows application of this linkage to any conventional transmission.

Dog tooth 233 cannot be released by manipulation of any of the servicebrake controls and is released only when the gear shift lever 36 hasbeen moved out of neutral position into a position where thetransmission gears transmit drive to the driving wheels. When lever 36is pulled rearwardly, as to select either first or high speed of thestandard gear shift arrangement, rearward movement of rod I93 causesclockwise ro tation of rock shaft I95 which in turn causes rod 206 to bepulled upwardly through arm 202.

Upward movement of rod 266 compresses spring 2I5 and tends to rock lever2I9 in a clockwise direction about its pivot at 221. During suchrocking, lever 2I9 engages the under sideof pin 226, thereby tending torock shaft 222 and dog 232 counterclockwise to disengage tooth 233 fromratchet teeth I62.

However, engagement of dog tooth 233 with the undercut ratchet teeth issuch that they cannot be separated without first slightly shifting teethI62 to the left in Figure 2. This is accomplished by simultaneouslystepping on pedal 43 to rock ratchet arm I59 clockwise slightly'therebyenabling the force stored in compressed spring M5 to rock' dog 232 toseparate tooth 233 from the undercut ratchet teeth. In this movement,rotation of shaft 222 is opposed by spring 223 which is designed toreturn the shaft to the position shown in Figures 2 and 3 when the gearshift lever is in neutral. After release from dog 232, ratchet arm I59is free to swing rearwardly and no longer interferes with the returnmove--' its pivot at 221. During such rocking, the under side of lever2I9 engages the top side of pin 225 whereby tending to rock dog 232counterclockwise to tend to release dog tooth 233 from ratchet V teethI62 as described above. When pedal 43 is depressed, such permits theforce stored in spring 2I4 to separate the ratchet and dog; Thus,movement of gear shift lever 38 out of neutral to selectany drivingspeed accompanied by pressure on pedal 43 will release the service brakelocking mechanism. 7

It isoften customary during operation of a vehicle to-decelerate merelyby stepping temporarily on the brake pedal without placing the gearshift lever in neutral.

Since tooth 233 is held out of the path of ratchet teeth I62 when thegear shift lever is not in neutral, there is no danger that th brakemechanism will become locked under such driving conditions.

In the embodiment of the invention illustrated in Figure 6. the servicebrake ratchet locking mechanism is mounted on a lateral chassis memberrather than on body panel 42 as in Figure 2.

Oppositely disposed support plates 234 are secured to the under sides ofthe top legs of the main longitudinal chassis members. A lateral chassismember 235 extends between plates 234; i

and the chassis members, support plates 234 and member 235 are rigidlysecured to each other,

preferably by a plurality of bolts 236 or by weld- Adjacent chassismember 49, lateral member 235 is provided with a downwardly extendingleg 231 disposed substantially at right angles thereto. The uppersurfaces ofmember 235 and leg 231 cooperate to form a seat forreceivingthe recessed flanged portion 239 of ratchet bracket I53.Suitable fastening means such as bolts 239 maintain bracket I53 uponmember 235. Other than its recessed flanged portion 238, bracket I53 ispreferably identical with bracket I53 of Figure 2 and rotatably supportsa pivot pin I51 upon which is secured an integral ratchet arm assemblycomprising collar I55 and arms I66 and I59. Arm I66 is pivotallyconnectedto brake operated arm I69 as in Figure 2.

The mechanism for releasing dog tooth 233 from ratchet teeth I62 issomewhat different from a secured to panel 42. The other end of bellcrank 244 is pivotally connected to yoke 264 on the ratchet dogoperating rod 206.

Manipulation of the gear shift lever acts through rod 239, arm 24I, rockshaft I85, arm

242, link 243 and bell crank 244 to shift rod 206 axially and operatethe ratchet dog release lever 2I9 in the same manner as described abovewith respect to Figure 2.

The above described arrangement: facilitates line assembly since theratchet bracket is secured directly to the chassis which also provides amore substantial support than the body panel 42, resulting in improvedoperation of the wholeratchet assembly.

In Figure 7, a modified arrangement of the ratchet assembly isillustrated wherein the integral ratchet bearing member of Figure 6 ismade up of two separate arms each non-rotatably secured to shaft I51.Ratchet bearing arm I59, corresponding to arm I59 in Figure 6, isnonrotatably secured asby a set screw 246 upon shaft I51 which isjournaled in bearing liners 241 and 248 inbosses 249-and 25I of bracketI53. Arm I66, corresponding to'arm I66 of Figure 6, is

' non-rotatably secured to shaft I51 as by a suitable key and slotassembly designated at 252.

Lubrication for shaft I51 is provided by the use of suitable lubricantchannels 253 and 254 which extend from lubricant fittings 255 and 256,respectively, to the bearing surfaces at 241 and 248, respectively.

Hand emergency broke 268 is preferably secured to an upright member (notshown) rigidly fastened to a main chassis member or may be rigidlysupported in any desired mannerupon the chassis.

A pivoted pawl 259, adapted to engage with ratchet teeth 26| to hold theemergency brake in applied position, is mounted uponthe lower end oflever 4| and is controlled by the conventional push button 262 at the'top of lever 4|. A brake operating rod 263 is pivotally secured at 264to the lower end of lever 4|.

With reference to Figure 3, a rock shaft 265 is journalled at one end ina bracket 266 secured to the front side of panel42 above ratchetsupporting bracket I53 by bolts 261. The opposite end of shaft 265(Figure 4) is journalled in a similar bracket 268 secured to. 269 orthe-like. preferably identical and parallel arms 21| and 212 are secured,non-rotatably upon shaft .265 adjacent the inner sides of brackets 266and 266, respectivlyl I The lower end of arm 21| is embraced by a yokemember 213 which is threadedly mounted upon the threaded end 214 ofbrake operating 1 rod 263 and maintained against movement there upon bylocknut 215. A suitable pivot assembly including a pivot pin 216 passingthrough aligned apertures in yoke 213 and arm 2" provides a pivotalconnection between rod 263, and'arm 21'|.

The lower end of arm 212 is embraced by the arms of a. yoke member 211which is preferably, integral with one end of a rod-218 whose forwardend is threaded at 219. A connectingmember having an internally threadedbody 26|"fitting over the threaded portion 219 of rod 218 is apere turedat itsforward end to fit over a suitable pivot pin 282 secured to a cammember 283. A

suitable fastening means such. as lockinut 284 maintains member 28|inadjustedposition. Cain 263 ispivotally mounted upona pin285 secured tothe free end of a rigid bracket 286 which is preferably fastened to thetransmission housing 46 by a suitable means such as bolts 281. The camsurface of cam 283 rests upon a suitable lip formed upon the free end ofthe transmission brake strap 48 for a purpose to be later described.

In operation, when the top of lever 4| is pulled rearwardly by thedriver, lever 4| rotates clockwise about pivot 251 therebypulling rod263 "and arm 21| forwardly to cause clockwise rotation of shaft 265.Such rotation of shaft 265 acts through arm 212 and rod 218 to rotatecam 283 counterclockwise about its pivot whereby the cam the handemergencycontrol brake lever for operation of the transmission brakefrom its new position to the left of the steering column. Thisoperatinglinkage is applied to conventional brake structure so that no changes inthe brake elements are necessary.

Accelerator pedal 288 is disposed on the floor of V the driver'scompartment and extends downwardly and upwardly to a support bracket289'havipg a pivot pin 29f upon which pedal 288 is pivotally mounted. Nofurther description of thc accelpanel42 by bolts A pair of downwardlyextending brake lever 292 "extends upwardly through 'floor to the leftof steering 'post34 and is provided with a laterally and upwardly bentportionterminating in a handle 293which extends past and closelyadjacent the periphery of wheel "at the left side.

Lever 292 is associated with the steering wheel 2 in exactly the samemanner-as lever36 ofFigure 1. except that lever 292 isoperatedby'theiopere atcrslleft hand. The lower-end of lever 292 isconnected to actuate the service brakem'echanism in the same manner aslever 38 aboveldescribed. The chief reason for locating lever 292 at'theleft offthe steering wheel in this embodiment of the invention is toseparate this control from possible interference with asteering postsupported transmission 'control assembly having a laterally projectinghandle 2'94. This arrangecured to a selector rod=305 extending parallelto ment of the brake leverto the left of the steering wheel and thetransmission control assemblyon the steering post provides additionalspace at the front elevated floor of the vehicle for pilingpackages andmiscellaneous similar use.

The upper end of steering post 3435 attached rigidly to the instrumentboard assembly 14 by a j brace 295. Above brace 295, a split bracket296' is secured rigidly to thefsteering post as by bolts 291. Referringto Figure 13,-bracket 256 is formed with a hollow boss298 whichrotatably supports a cylindrical cap 299 havingahollow lateralprojection 3M Cap'299 is'formed with an axial bore in which slides ablock .302; Axial sliding move: ment of block 302 in either. directionwithincap 289 is controlled by opposed springs 303 and 304'. At itslower end, block 302 is non-roiatably sesteering post 34. Handle 294 ispivoted at 306 within-boss ,30l and its inner endis universallyconnected, as at 301,'to block 302 so that rocking motion of the handleabout pivot 3fl l causes axial 7 displacement of rod 305 for a purposelater to be described. A hollow. shifter rod 306 concentric with rod 305but distinct therefrom, ishon-rotat ably secured to the-lower end of capZlljas by fastening element 309.. Manipulation of handle 294 to rotatecap 299 about its axis thereby causes its axis for a purpose to rotationof rod 308 about be described.

At the lower end of the steering postand below floor 25 Figure 9), asplit bracket 3H substantially identical with bracket 296. is securedupon the steering post as by bolts 3|2. Bracket 3 is l formed with anintegral hollow boss 3h} (Figure 10) in which the lower end of rod 308is rctatably mounted. Rod 308 extends through and terminatesa shortdistance below boss 3|3, and (Figure l1) rod 305 extends throughitheopen end of rod .308 and terminates in a threaded portion 3 beispivotally carried intermediate its arms by a pin 3M rigid with the lowerend of a suspcndedilink 32| pivoted at 322 uponbcss 3i3. The other armof bell crank 3|1'has a ball and socket connection 323 with one end of alink 324 which hasits downturned other end pivctally moumed on one armof a swingable lever 325. Lever 325 is pivotally housing.

Referring to Figure 9, lever 351 is formed be- When handle. 294 isrocked about pivot 306, the resulting axial displacement of rod 305istransmitted through bell crank 311 and rod 324 to cause rocking. oflever 325 about post 320.

Through the lost motion connection at 321 and 328, this rocking movementof lever 325 is transformed into sliding movement of rod 330/ Thissliding movement of 'rod 330 effects gear selector movement within thetransmissionfhousing and 7 since the mechanism' within the transmissionhousing is conventional further description of the same is unnecessary.

Above boss 313, an arm 331' is formed at one end with a split boss.rigidly and non-rotatably secured about rod 308 as by bolts 332. Thefree end of arm 33l is provided'with a non-rotatable ball headedst'ud333 universally connected with a socket 334 a t the front end .of arelay rod 335. At its rear end, rod 335 isprovided with a bifurcatedconnector 336 pivotally embracing the upper. end of one arm 331 'of aY-shaped lever 338 rigid lvvith a' transverse stub shaft 339 rockablysupported 'at opposite ends in spaced bosses 34l and 342 integral with abracket 343. secured to the front surface of panel 42 as by bolts 344.

The otherQarm-345 of 1ever'338 is pivotally embraced by a bifurcatedconnector 346 rigid with the front end of a. second relay rod 341.

The front end of rod 341 is provided with a socket 346 universallyconnected with a ball jheadedstud 3,49 rigidwith-the upper end of alever 35!. keyedor otherwise non-rotatably se cured upon the end oftransmission control shaft 329. 7 7

When handle 294 is manipulated to rock cap 299 about its axis, rod 308is rotated about its axis and this movement is transmitted through arm33l, re lay rod 335, lever 338, relay rod 341 and lever 35l. to cause.transmission shaft 329 to i be rocked about its axis. This rockingmovement of shaft 329 effects gear shifting control of conventionalmechanism within the transmission V axis by manipulation of handle 294,this motion is transmitted through arm 33 l, rod 356 and lever low shaft329 with a depending integral angular 7 arm 352 pivotally'connected atits free end at 353 to the forward end of a rearwardly and downwardlyextending rod 354 which is connected to ratchet dog operating lever 2 I9 inthe same manner that rod 206 is connected to that lever as explainedabove in' describing the mechanism of Figure 6'. If desired, rod 354 maybe connected directly to arm 35|,as movement of rod 354 in eitherdirection actuates-lever 2l9.

Rocking gear shifting motion of the transmission shaft is therebyemployed'to control lever 219 and, as in the case of the embodimentillustrated in Figure 1, when handle 294 is in neutral position, ratchetteeth 233 are'capable of being engaged with teeth I62 for locking theservice brake mechanism, but when handle 294 has been manipulated toshift the transmission gears into "any driving speed,.dog 232 ismaintained out of engagement with the ratchet teeth,'thereby unlockingthe service brake locking mechanism.

pperationbf the'ratchet in controlling the service 8 r r 2,340,339 Ibrake mechanism is the same as above described in connection withFigures 1 and 6.

Of special benefit in'the above-described construction is the relaymechanism consisting of rods 335 and 341 and lever 338. During opera:tion of the motor, transmission housing 300, which is rigidwiththeengine which in turn is resiliently supported on the vehicleframe, is subjected to considerable vibration due to torsional forceseffective about an axis parallel to the drive shaft. This vibrationbecomes transmitted to handle 294 if arm SM is connected directly tolever 35!. Arm 33L rods 33 5 and 341 and levers 338 and 35l are allmovable substantially normal to the direction of the forces setting upthis 'vibration. Hence, provisionof the above-described relay mechanismeliminates transmission of 'mo-' tor vibration fromthetransmissiomhousing to the handle 294.

Figures 14 and 15 illustrate a further embodiment of the above-describedtransmission control linkage where arm 33! on the lower end of shifterrod 308 is connected substantially directly to transmission controlshaft 329 and the relay mechanism above-described is omitted.

Arm 331 is connected by'a ball and socket is sembly indicated at 355 toone end of a rod 356, and the other endlof rod 356 is formed with asocket 351 fitting over a ball headed stud 358 rigid with the'upper endof a lever 359 suitably non-rotatably secured upon the outer end of: I

shaft 329. e

Below shaft 329, lever 359 is formed with an aligned integralextension36f which is pivotally connectedto the forward end of ratchetcontrol rod 354. e

When hollow shifter rod 308 is rocked about its 359 to rock transmissionlever 329' in its gear shifting function, and, to control ratchet dogoperating lever 2l9.

The vehicle of my invention above-described has been designed to provideeflicient multiplestop delivery service at low cost and with a viewtoward easy control and operation and increased cargo space. The lowthrough aisle floor makes it easy to enter and leave the vehicle with asingle step down to the curb, and the provision of a drivers compartmentforwardly of the through aisle keeps the aisle clear at all 'timessothat there is no danger of tripping over the clutch and brake pedal. orbumpinginto the steering wheel while passing along the aisle. Theforwardly disposed position of thedrivergives him better road vision.whiledriving and it will be noted that the service hand brake lever andother hand operated controls are adjacent the periphcry of the steeringwheel so that all of the vehicle controls are conveniently accessibleand may be manipulated with very little effort while the drivermaintains one hand on the steering wheel.

The novel combination clutch and brake control reduces the pressurerequired to operate the foot pedal since the clutch springs no longeroppose movement of the pedal after disengagement of the clutch faces. v

The invention may be embodied in other speclfic forms without departingfrom thespirit or essential characteristics thereof. The presentembodiments are therefore to be considered in all [respects asillustrative and not restrictive, the

scope of the invention being-indicated by'the appended claimsrather thanby the foregoing description, and all changes which come within jectingcontrol handle at one side of said past, said handle being closelyadjacent said wheel the meaning and range of equivalency of the claimsare therefore intended to be embraced therein.

What is claimed and desired to be secured by United States LettersPatent is:

1. ln a vehicle having a chassis supporting: clutch, transmission andbrake mechanism; a.

hand lever and a foot pedal independently pivotally mounted on saidchassis, flexible means connecting said pedal to said clutch mechanism,means operatively connecting said pedal to said brake mechanism, saidconnecting means being so constructed and arranged that movement of saidpedal in a single direction effects sequential operation of said clutchand brake mechanisms, means operatively connecting said manual lever tosaid brake mechanism, each of said means connected to said brakemechanism being so constructed and arranged that said pedal and handlever independently control said brake mechanism, a movable transmissioncontrol member, a locking device, means interconnecting said foot; pedaland locking devicefor locking said brake mechanism in brake appliedposition, and means operatively interconnecting said transmissioncontrol member and locking device for releasing the latter upon movementof said member.

2. In a vehicle having a chassis supporting clutch, transmission andbrake mechanisms; a

pivot assembly mounted on a main longitudinal member of said chassis, amanual lever operatively connected to said brake mechanism rockable onsaid pivot assembly, a foot pedal connected to sequentially operate saidclutchand brake mechanisms rockable on said pivot assembly independentlyof said lever, a ratchet device supported on a transverse frame member,

means connecting said pedal and ratchet device to lock said brakemechanism in brake applied position, a movable gear shift lever, andmeans interconnecting said ratchet device and shift lever for releasingthe, former upon movement of the latter. i i

In a vehicle having a chassis and an upright body panel, a bracket rigidwith a transverse member of said chassis, a toothed arm swingable onsaid bracket,-a toothed dog rockably mounted onsaid bracket resilientlyurged to engage and lock said arm against movement in a selecteddirection, a brake mechanism rod connected to control swinging movementof said toothed arm, and a system of levers supported on said panelconnected to rock said dog out of engagement with said toothed arm uponmanipulation ofa drive control lever on said vehicle.

at. Vehicle control mechanism comprising, in combination, a steeringpost carrying a steering Wheel, a transmission control member, a servicebrake control lever alongside saidsteering post having an upper handleportion disposed closely adjacent the periphery of said wheel, a devicefor locking the service brake mechanism in applied position, a secondservice brake control lever, means operablyconnecting one of saidservice brake control levers to said device, and means operablyconnecting said transmission control member to said device forreleasingsaid locking device upon movement of said transmission controlmember.

5. Vehicle control mechanism comprising, in combination, a steering postcarrying a steering wheel, a transmission control assembly extendingalong said post and having a laterally proso' as to be quickly andconveniently accessible to the drivers hand, a service brake controllever alongside said post and having an upper handle portion closelyadjacent the periphery of said wheel at tne side opposite saidtransmission control handle, a device I'or locking the service brakemechanism in applied position, a second' service brake control lever,means operably connecting one of said service brake control levers tosaid device, and means operably connecting said transmission controlassembly to said device ior releasing said locking device upon movementof said transmission controlhandle.

6. In a vehicle, a vehicle transmission control, manually operable brakemechanism: means comprising a pair of cooperating locking members foriocinng said mechanism in brake applied position, a common supportbracket for said members rigid with theirame of said vehicle, and meansoperable upon manipulation of the vehicle transmission control Iorreleasing said locking means.

7. In a vehicle, manually operable brake mechanism, a bracket, a toothedarm. pivoted on said bracket andconnected to be moved by said brakemechanism, a toothed element pivoted on said lol'acnet adapted tocooperatively engage said arm, a spring opposing pivotal movement ofsaid element in one direction, a lever pivoted on said bracket, means onsaid lever operable to oted on said bracket, a lever pivoted at one endonsaid bracket and operatlveiy connected intermediate its ends L0 one orsaid members, and

means operatively interconnecting said gear shift means and said lever.

9. In a vehicle, a rockalole transmission control element, manuallyoperable brake mechanism distinct Ii-o ii said element, means comprisingrelatively movaole tootn and ratchet members 101' lOCKll'lg Salli-1brake mechanism 11). applied p051 U011, 9, common support DI'aCKeU 101'$31G 100mg members, a lateral. UD'cISSXS mGmDBL upon wmcll SalCl DIaCKeL1S rigidly mounted, and means operable upon manipulation of saidcontrol,,eie ment for releasing said locking means.

10. Vehicle control mechanism comprising a steering p055, 8,BI'flDSIIllSSlOD. gear 00115101 l'OQ movabiy mounted on said post, anOperating handle for said rod, a movable transmission control shalt,means interconnecting the lower end or said control rod and said shall;so that manipulation OI said handle eiiects movement of said snart,service brake mechanism ior said vehicle,

means locking said service brake mechanism in applied position, andmeans operated by movement of said handle and said rod Ior eiiectingrelease or said locking means.

11. Vehicle control mechanism comprising a steering post, a transmissiongear shifter rod rockably mounted on said post, an operating handle forsaid rod, a rockable transmission control shaft, means interconnectingthe lower end of said rod and said control shaft whereby manipulation.of said handle to rock said rod causes rocking gearshift motion of saidshaft,

service brake mechanism ior said vehicle, a locking device for saidservice brake mechanism, and means operated by rocking movement or saidshifter rod for releasing said locking device.

12. In a vehicle having a chassis, a vehicle transmission control,manually operable brake arms of said bifurcated member, saidintermediate portion being shaped so that rocking of said lever ineither direction about its pivot causes rotation of said element inopposition to said spring, and means yieldably connecting said rocklever to another vehicle control.

14. In a vehicle brake control mechanism, a rigid hollow boss, a shaftrotatably supported within said boss, a spring urging rotation of saidshaft in one direction, a brake mechanism loclr ing element rigid withone end of said shaft, a bifurcated member rigid with the other end ofsaid shaft, a rock lever mounted on a fixed pivot at one end and havingan intermediate portion disposed between the arms of said bifurcatedmember, said intermediate portion being so con structed and arrangedthat rocking or" said lever in either direction about its pivot causesrotation of said shaft in opposition to said spring, and means yieldablyconnecting the free end of said rock lever to another vehicle control.

15. In a vehicle, a brake control. mechanism, a swingable toothed armconnected to be moved by said brake mechanism, a pivoted toothed element adapted to engage said toothed arm, I

aat'aasc spring urging pivotal movement of said element towardengagement with said toothed arm, a rock lever pivoted at one end andconnected intermediate its ends to said toothed element so as to rotatesaid element against opposition of said spring upon movement of saidlever in either direction about its pivot, and mechanism yieldablyconnecting said rock lever with another vehicle control.

16. In a vehicle having brake mechanism and manual gear shiftmeans, apair of pivoted cooperating brake mechanism locking ratchet members, arock lever pivoted at one end and operatively connected intermediate itsends to one of said members, and means yieldably interconnecting saidgear shift means to said lever.

17. In the vehicle defined in claim 16, said means comprising a rodslidably connected with the free end of said lever and a spring betweensaid lever and the rod.

18. Vehicle control mechanism comprising a steering post, a gear shiftlever rockably mounted on said post, a rockabie transmission controlmember operably connected to be actuated by manipulation of said lever,a shiftable brake mechanism locking element, a rod pivotally connectedto said member and yieldably connected to said locking element, and asecond shiftable brake mechanism locking element adapted to cooperatewith said first named brake mecha-

